Influence of the critical velocity on deformation of launcher components

This paper is related to the dynamics of hypervelocity electromagnetic launchers. A projectile accelerating along launcher rails may cross a range of critical velocities and induce structural resonance. As a result, the rails and other components exhibit increased displacements and stress that may affect launcher performance and lead to premature launcher failure. This work is a continuation of our previous studies of the critical velocity and resulting transient resonance that was performed for a notional hypervelocity launcher [Nechitailo NV, Lewis KB. Critical velocity for rails in hypervelocity launchers. In: Proceedings of the 2005 hypervelocity impact symposium. International Journal of Impact Engineering Dec. 2006; 33: 485–495; Lewis KB, Nechitailo NV. Transient resonance in hypervelocity launchers at critical velocities [Selected papers from the 13th Electromagnetic Launch Technology (EML) Symposium, Potsdam, Germany, May 22–25, 2006]. IEEE Transactions on Magnetics Jan. 2007; 43 (No. 1, Part II): 157–162 [1,2]]. Analytical models including Bernoulli–Euler model of a beam resting on an elastic foundation and the Timoshenko and Flügge tube models as well as finite element tools helped to better understand the transient resonant regimes in launcher components and offered insight on how to alter the launching device materials and geometry to reduce the critical-velocity effects. Analysis showed that the various components of a launcher can have different critical velocities and there is a possibility of enhanced group resonance in the assemblies. The resonance in the launcher assembly can be reduced by controlling the bending stiffness of the individual components. Finite element models were used to illustrate the influence of variations in materials of launcher components on the resulting critical velocities, intensity of the group resonance, and resulting maximum displacements and stress.     

Stress analysis of the rails of a new high velocity armature design in an electromagnetic launcher

In an electromagnetic launcher, the magnetic field creates a dynamic force that moves the armature forward. In an electromagnetic launcher, the armature reaches a critical velocity during the launch which causes high amplitude stress and strain. In addition, high stress and strain damage the rails and reduces its life span. The purpose of this paper is to investigate the effect of armature velocity as well as the rails physical and geometrical properties on the dynamic response of the rails in an electromagnetic launcher. In this study the second moment of inertia of the rails cross-section, Young modulus, foundation stiffness and density of the rails are constant in location and time. In our formulation of governing non-linear differential equations, Maxwell equations and deflection equation are applied to the rails under dynamic loading. To solve the non-linear governing differential equations a finite difference method is utilized.     

Elastic waves and solid armature contact pressure in electromagnetic launchers

Electromagnetic launchers suffer a phenomenon referred to as armature transitioning: when the armature and rails suddenly lose contact with each other, damage can occur to the armature and the rails of the launcher. In this paper, we explore transient elastic waves as a possible explanation for the transitioning of solid armatures in electromagnetic launchers. We use a finite-element code to model the transient dynamics of a typical electromagnetic launcher guide rail. We found that dynamic rail deflections caused by the movement of the armature are similar in magnitude to those caused by the magnetic field, and that the contact pressure between the armature and the rails changes dramatically when the speed of the armature reaches the critical velocity of the rails.     

On the dynamic behaviour of the Timoshenko beam finite elements

First, various finite element models of the Timoshenko beam theory for static analysis are reviewed, and a novel derivation of the 4 × 4 stiffness matrix (for the pure bending case) of the superconvergent finite element model for static problems is presented using two alternative approaches: (1) assumed-strain finite element model of the conventional Timoshenko beam theory, and (2) assumed-displacement finite element model of a modified Timoshenko beam theory. Next, dynamic versions of various finite element models are discussed. Numerical results for natural frequencies of simply supported beams are presented to evaluate various Timoshenko beam finite elements. It is found that the reduced integration element predicts the natural frequencies accurately, provided a sufficient number of elements is used. The research reported herein is supported by theOscar S. Wyatt Endowed Chair.     

含裂纹损伤杆系结构的动态特性研究

运用动刚度有限元法,研究了含裂纹损伤杆系结构的动态特性。提出了一种含裂纹的杆单元,基于断裂力学的线弹簧模型,导出了相应的动刚度矩阵。在此基础上,对含裂纹的悬臂梁和平面框架进行了数值计算,并与已有的实验值和解析解进行了比较。结果表明:损伤位置和损伤程度的不同均会导致结构动态特性发生改变,因而在结构分析中应考虑损伤的影响;而该单元能够方便地用于含裂纹损伤杆系结构的动态特性分析,并具有很好的精度。     

Dynamic stiffness of infinite Timoshenko beam on viscoelastic foundation in moving co‐ordinate

The dynamic stiffness matrix of an infinite Timoshenko beam on viscoelastic foundation in the moving co‐ordinate system travelling at a constant velocity is established in this paper. The dynamic stiffness matrix is essentially a function of the velocity of a moving load applied to the beam system. This dynamic stiffness matrix could also be applied to the static‐load case by simply setting the velocity equal to zero. The stiffness matrix for the static case can also be derived from the general formula of the dynamic stiffness matrix for a finite Timoshenko beam on viscoelastic foundation. A European railway subjected to a moving load is employed as an example for demonstration and discussion. Copyright © 2000 John Wiley & Sons, Ltd.     

弹性支承输流管道在分布随从力作用下的稳定性

以两端弹性支承梁的振型函数为试函数,采用Galerkin法对在流动流体和分布随从力共同作用下管道的运动微分方程进行离散。通过求特征值,研究了两端弹性支承输流管道在分布随从力作用下复频率的变化以及失稳时的临界流速。分析了支承刚度、分布随从力、流速、质量比对输流管道振动与稳定性的影响。数值计算结果表明,支承刚度的变化对临界流速有较大的影响,支承刚度的变化和分布随从力的大小及方向会影响输流管道失稳类型。     

Free vibration analysis of sandwich beams using improved dynamic stiffness method

In this paper, free vibration of three-layered symmetric sandwich beam is investigated using dynamic stiffness and finite element methods. To determine the governing equations of motion by the present theory, the core density has been taken into consideration. The governing partial differential equations of motion for one element contained three layers are derived using Hamilton’s principle. This formulation leads to two partial differential equations which are coupled in axial and bending deformations. For the harmonic motion, these equations are combined to form one ordinary differential equation. Closed form analytical solution for this equation is determined. By applying the boundary conditions, the element dynamic stiffness matrix is developed. They are assembled and the boundary conditions of the beam are applied, so that the dynamic stiffness matrix of the beam is derived. Natural frequencies and mode shapes are computed by the use of numerical techniques and the known Wittrick–Williams algorithm. After validation of the present model, the effect of various parameters such as density, thickness and shear modulus of the core for various boundary conditions on the first natural frequency is studied.     

考虑初始荷载影响下梁动力特性的有限元分析

从非线性弹性理论出发,应用Hamilton原理,给出了考虑初始弯曲和轴向应力影响的一般形式的单元刚度矩阵,建立了考虑初始荷载影响时梁动力分析的有限元方法,编制了电算程序。通过与解析解结果的比较,验证了有限元公式。讨论了初始荷载的类型、大小及结构自身刚度（惯性矩、惯性半径、跨度）等因素在考虑初始弯曲应力影响时对不同约束情况下梁动力特性的影响。结果表明,荷载初始弯曲应力的存在提高了梁的自振频率,这种影响与荷载的大小及结构自身的刚度有关。     

High-order free vibration analysis of sandwich beams with a flexible core using dynamic stiffness method

In this paper, high-order free vibration of three-layered symmetric sandwich beam is investigated using dynamic stiffness method. The governing partial differential equations of motion for one element are derived using Hamilton’s principle. This formulation leads to seven partial differential equations which are coupled in axial and bending deformations. For the harmonic motion, these equations are divided into two ordinary differential equations by considering the symmetrical sandwich beam. Closed form analytical solutions of these equations are determined. By applying the boundary conditions, the element dynamic stiffness matrix is developed. The element dynamic stiffness matrices are assembled and the boundary conditions of the beam are applied, so that the dynamic stiffness matrix of the beam is derived. Natural frequencies and mode shapes are computed by use of numerical techniques and the known Wittrick–Williams algorithm. Finally, some numerical examples are discussed using dynamic stiffness method.     

悬臂梁易损部件在矩形加速度脉冲激励下的动力学响应与有限元分析

为分析悬臂梁易损部件在矩形脉冲激励下的振动响应,推导出悬臂梁在悬臂端处动态应力的近似解析解,得到最大应力与矩形脉冲峰值之间的关系,分析结果表明：在速度变化量一定时,最大应力随加速度脉冲幅值的增加而增加,但会无限逼近极限值。最后建立了易损件-质量主体在矩形脉冲激励下的有限元模型,并与解析解进行了对比,发现运用2阶振动模态即可得到精确的悬臂梁的应力响应,所取得的研究成果为具有悬臂梁式易损件在蜂窝纸板缓冲作用下的防护提供理论基础。     

考虑剪切变形影响的斜桥振动频率与车-桥振动分析

利用修正的Timoshenko梁振动理论建立了等截面斜桥振动频率的超越方程和静力、动力分析有限元列式,用解析法和有限元法分析了斜度、支承方式对单跨斜桥结构前5阶振动频率的影响,对单跨斜桥车-桥振动进行了分析,考察了车速对动挠度、动弯矩的影响和不同截面振动的同相性及最大动挠度、最大动弯矩发生的部位,比较了不同车速条件下规范方法、车-桥振动方法计算的挠度、弯矩冲击系数的差别。算例结果表明:斜桥自振频率解析解与有限元解一致、斜度和支承方式对斜桥动力特性有重要影响、车辆的冲击效应与车速没有单调变化规律、挠度和弯矩的冲击系数不同。     

液化场地中Timoshenko桩自由振动与屈曲的精确数值解

基于单桩的Timoshenko梁模型和桩-土相互作用的Winkler模型,建立考虑轴力效应的具有分布参数的Timoshenko梁模型微分控制方程,确定对应的齐次方程的通解,并以此作为有限单元的基函数。推导得精确形函数矩阵,建立分布参数Timoshenko梁的精确有限单元,根据拉格朗日方程得到有限元离散方程和单元刚度矩阵、几何刚度矩阵和一致质量矩阵。应用建立的精确Timoshenko梁单元于分层液化土中单桩-土-结构系统的自由振动与屈曲模态分析,通过与对应解析解以及常规有限元解的对比,表明精确Timoshenko桩基础单元的可靠性与较常规有限元法的优势。     

Nonsteady penetration of longs rods into semi-infinite targets

This paper describes a new one-dimensional theory of nonsteady penetration of long rods into semi-infinite targets. The target is viewed as a “finite mass” that resides within the semi-infinite target space. Thus, an equation of motion for the target was constructed so that together with erosion and penetrator deceleration equations, expressions for penetration rates and depths were obtained. Forces acting on the target and penetrator are defined in terms of only ordinary strength levels usually associated with dynamic properties or work-hardened material states. Also, the concept of critical impact velocity was used to establish the onset of penetration in this formulation. This penetration equation corresponds in exact form to hydrodynamic theory in the limits of small strengths and/or high impact velocity. Results for penetration rates agree well with hydrocode calculations, and predicted penetrations agree with experimental data over an impact velocity range of 0–5,000 m/s.     

负刚度吸振器对有限长弹性梁的抑振效果研究

考虑不同形式负刚度动力吸振器对有限长弹性简支梁动态响应的影响,提出并建立"弹性梁-负刚度动力吸振器"耦合系统动力学模型。基于模态叠加法,推导得到各阶模态对应幅频响应解析表达式。以弹性梁第1阶振动模态作为振动抑制目标,结合固定点理论和最大值最小化优化准则得到各类型动力吸振器的最优设计参数。以功率流作为振动控制效果的评价指标,建立"弹性梁-动力吸振器"耦合系统的导纳功率流理论模型。在此基础上,计算得到安装动力吸振器前后弹性梁的总功率流和净功率流,以及动力吸振器消耗的功率流,研究不同形式动力吸振器的振动抑制效果。最后,选择振动控制效果最显著的动力吸振器作为研究对象,针对部分主要设计参数展开研究。计算结果表明：在目标控制模态频率附近,负刚度动力吸振器对弹性梁动态响应的控制效果较好,且多个振动模态响应均被有效控制;当阻尼元件和负刚度元件同时接地对弹性梁动态响应的控制效果最佳;众多设计参数均存在最优值。     

考虑剪切变形影响的斜梁桥自振频率的解析方法

斜梁桥振动频率没有显式解,给使用《公路桥涵设计通用规范》方法计算冲击系数带来不便。考虑斜梁桥振动时的弯扭耦合效应,分别采用修正的Timoshenko梁理论建立其弯曲振动的动态刚度矩阵,采用Saint-Venant扭转理论建立其自由扭转振动的动态刚度矩阵,结合斜支承边界条件,导出斜支承坐标系下的动态刚度矩阵,提取弯矩-转角的刚度方程,根据其奇异条件建立关于斜梁桥自振频率的超越方程,采用二分法对超越方程进行求解以得到自振频率。该文分析了一座标准A型单跨斜箱梁桥考虑与不考虑剪切变形影响时的前5阶振动频率随斜交角的变化,比较了正交简支初等梁和正交简支深梁、斜支初等梁和斜支深梁的前5阶频率。结果显示:斜梁桥基频随斜交角的增大而增大、第2阶频率随斜交角的增大而减小;斜梁桥振动频率的计算应采用考虑剪切变形影响的深梁理论。     

The dynamic elastic buckling of a circular arch with finite displacements and initial imperfections

The equilibrium equations for elastic circular arches are established using the principle of virtual work. The nonlinear partial differential equations of motion are solved using a finite difference method (Park's method for time difference). The dynamic stability of a hinged and a clamped elastic circular arch with a uniform step load is analysed with finite deformations and initial geometric imperfections. Results show that the buckling mode varies with the value of the arch half angle, θ₀. The boundary condition and initial imperfection amplitude also effect the buckling mode. A nearly perfect arch usually buckling with a “direct” buckling form, while an imperfect arch with an “indirect” buckling form. The effect of θ₀ on the ratio p_d/p_s (p_d is the dynamic critical load and p_s the static critical load) is shown for different initial imperfections and different boundary conditions.     

Exact stiffness matrix of mono-symmetric composite I-beams with arbitrary lamination

The exact stiffness matrix, based on the simultaneous solution of the ordinary differential equations, for the static analysis of mono-symmetric arbitrarily laminated composite I-beams is presented herein. For this, a general thin-walled composite beam theory with arbitrary lamination including torsional warping is developed by introducing Vlasov’s assumption. The equilibrium equations and force–deformation relations are derived from energy principles. The explicit expressions for displacement parameters are then derived using the displacement state vector consisting of 14 displacement parameters, and the exact stiffness matrix is determined using the force–deformation relations. In addition, the analytical solutions for symmetrically laminated composite beams with various boundary conditions are derived as a special case. Finally, a finite element procedure based on Hermitian interpolation polynomial is developed. To demonstrate the validity and the accuracy of this study, the numerical solutions are presented and compared with the analytical solutions and the finite element results using the Hermitian beam elements and ABAQUS’s shell element.     

Vertical dynamic responses of a simply supported bridge subjected to a moving train with two‐wheelset vehicles using modal analysis method

The vertical dynamic responses of a simply supported bridge subjected to a moving train are investigated by means of the modal analysis method. Each vehicle of train is modelled as a four‐degree‐of‐freedom mass–spring–damper multi‐rigid body system with a car body and two wheelsets. The bridge, together with track, is modelled as a simply supported Bernoulli–Euler beam. The deflection of the beam is described by superimposing modes. The train and the beam are regarded as an entire dynamic system, in which the contact forces between wheelset and beam are considered as internal forces. The equations of vertical motion in matrix form with time‐dependent coefficients for this system are directly derived from the Hamilton's principle. The equations of motion are solved by Wilson‐θ method to obtain the dynamic responses for both the support beam and the moving train. Compared with the results previous reported, good agreement between the proposed method and the finite element method is obtained. Finally, the effects of beam mode number, vehicle number, beam top surface, and train velocity on the dynamic responses of the entire train and bridge coupling system are studied, and the dynamic responses of beam are given under the train moving with resonant velocity. Copyright © 2005 John Wiley & Sons, Ltd.     

Instability of laminated composite thin-walled open-section beams

Instability of thin-walled open-section laminated composite beams is studied using the finite element method. A two-noded, 8 df per node thin-walled open-section laminated composite beam finite element has been used. The displacements of the element reference axis are expressed in terms of one-dimensional first order Hermite interpolation polynomials, and line member assumptions are invoked in formulation of the elastic stiffness matrix and geometric stiffness matrix. The nonlinear expressions for the strains occurring in thin-walled open-section beams, when subjected to axial, flexural and torsional loads, are incorporated in a general instability analysis. Several problems for which continuum solutions (exact/approximate) are possible have been solved in order to evaluate the performance of finite element. Next its applicability is demonstrated by predicting the buckling loads for the following problems of laminated composites: (i) two layer (45°/−45°) composite Z section cantilever beam and (ii) three layer (0°/45°/0°) composite Z section cantilever beam.